SUZUKI OUTBOARD MOTOR DT2/2a SERVICE MANUAL HEE EU 99500 O1EFOREWORD This Manual contains information necessary for servicing and maintenancing the Model DT2 SUZUKI Outboard Motor, and is intended for use by servicemen. Useful information with respect to the apy and use of the outboard motor is added in the hope that each serviceman will pass the information to the DT2 users whenever opportunity permits. ‘The Mode! DT2 outboard motor taken up in this Manual is of standard specifications and may differ in minor respects from those DT2 machines actually encountered by servicemen but such differences, if any, are of little or no consequence for the purpose of servicing and maintenance, The contents are up to date; the information contained is based on the DT2 in current production. The Manual must be updated in the future to cover later-made modifications, if any. Outboard motors are meant for duty conditions quite dissimilar to those of land machines and must be coped with in light of this difference. It is trusted that SUZUKI servicemen will read this Manual carefully and see to it that every DT2 user will obtain the same satisfaction as, or even greater satisfaction than, that which is derived from SUZUKI landuse products. ‘To emphasize special information the words WARNING, CAUTION and NOTE catry special meanings and should be carefully reviewed. WARNING . . The personal safety of the user may be involved, Disregarding this information could result in injury to the owner. CAUTION . . These instructions point out special service procedures or precautions that must be followed to avoid damaging the machine. NOTE........ Special information to make maintenance easier or important instructions more clearer. SUZUKI MOTOR CORPORATION Overseas Service Department © COPYRIGHT SUZUKI MOTOR CORPORATION 1086GROUP INDEX GROUP TITLE PAGE 1. | GENERAL INFORMATION 3~ 8 2.| SERVICE DATA 9~15 3. | APPLICATION CHART OF MATERIALS REQUIRED | 17~ 23 4. | ENGINE 25~39 5.| COOLING SYSTEM 41~42 6.| FUEL SYSTEM 43~45 7.| ELECTRICAL SYSTEM 47~50 8.| RECOIL STARTER 51~55 9.| GEAR CASE 57~63 10.) SWIVEL, STEERING 65~67 11.| PROPELLER 69~71 12.) DT2 “L“(’90) MODEL 73~ 83 13.) DT2 “M’’(’91) MODEL 85~90 14. DT2 “N’”(’92) MODEL 91~95 15,| DT2.2 “V’"(’97) MODEL 97~101 TROUBLE SHOOTING ATTACHED|GENERAL INFORMATION GROUP CONTENTS BREAKINGN ... MAINTENANCE, I SPECIAL TOOLS. . SPECIFICATIONS . evan4 GENERAL INFORMATION FUEL RECOMMENDATION Suzuki recommends that you use unleaded gasoline, containing no alcohol, with at least 85 pump octane (£5Mmethod), Regular leaded gasoline, containing 1o alcohol, may also be used Blends of unleaded gasoline and ethanol (grain alcohol), also known as gasohol, are comercially available in some areas. These blends may be used, provided they contain no more than 5% ethanol. Be sure the gasoline-ethanol blend you use hes at least 85 pump octane, as recommended for unlead- ‘ed gasoline without any alcohol. DO NOT USE GASOLINES CONTAINING METHANOL (methyl or wood alcohol), even if they contain cosolvents and corrosion inhibitors for methanol, Fuel system damage and performance problems resulting from the use of such fuels are not the responsibility of Suzuki and may not be covered under the limited warranty. ‘CAUTION: | Take care not to spill gasoline during refueling. Some typer of gatoline can cause paint | damage. Such damage may not be covered under the limited warranty, OIL RECOMMENDATION Use SUZUKI BIA (Boating Industry Association) certified lubricant. It is a proprietary lubricant designed to ensure the best engine performance and to minimize combustion chamber deposits, avoid preignition and prolong the spark plug life. If SUZUKI BIA certified lubricant is not available, another BIA certified OUTBOARD MOTOR oll may be used instead. It is with the oil present in the fuel that the running parts of the engine are lubricated, BREAKING-IN Neglecting accurate breaking-in operation will have an adverse effect on the durability of the engine, eventually causing engine overheating, til Fie Shines 5 Hours FQ Ee 9 cows, |e o Fire 8 Houre Breakingin period is initial 5 hours. This initial 5 hours of operation is the critical period, Adhere to the following treatment referring to the above table. ® During initial § minutes, operate the engine at trolling speeds, B) During the first 5 hours, operate the engine with a partial throttle (within 3/4 throttle opening). © During the first 5 hours: 2 parts of gasoline to 1 part of SUZUKI CCI oil or BIA certified lubricant or * 20 parts of gasoline to 1 part of other outboard motor oil. After 5 hours of initial operating: * 100 parts of gasoline to 1 part of SUZUKI CCI oil or BIA certified lubricant or * 50 parts of gasoline to 1 part of other outboard motor oil. | caurion: | It the outboard is going to be und und | heavy load conditions, the recommended fuel | mixing ratio should be 50 : 1.GENERAL INFORMATION 5 MAINTENANCE, INSPECTION AND SERVICING Keeping this outboard motor in the best operable condition at all times involves neither cumbersome measures nor costly expert attention: just carry out simple ordinary services in a systematic manner at regular intervals. Each DT2 user should be advised to go by the following schedule, which is based on the concept of systematic care: Servicing intervals fem Tet 10 hr Every 60hr | _ Every 100hre Remarks Bolts and nuts | Retighten Retighten Refer to SERVICE + Spark pgs Clean and adust A eve *Wiremaress | one for tightness | tion for tahtes Tgnition timing Check and adjust_| BTDC18*/4500rpm (carutor | checkiaingaped | Check dling speed Gear oil Change Change SAEs 90.40 Pistons, cylinder Renow gasket when and head Decarbon de-carboning * Propeller, shear Check for damage | Check fordamage Greate propeller pin and cotter pin shaft Clean and check for + Fuel tank crack and fuel leak- age (Usually check) * Fuel strainer Check for clean- lines Check for crack + Fuel hose Check for leakage | eakage ‘+ Handle Grease ‘Adjust pre-load | Grease * Clutch lever Grease Check for tear and wear Tilt Adjust pre-load + Starter rope Change once a year + Recommend the customers to carry out the daily inspection. ** For the marks are mostly used for commercial purposes.6 GENERAL INFORMATION SPECIAL TOOLS — 6 mm stud installing too! Flywheel rotor remover (09910-10110) (09930-30713) Vernier caliper (09900-20101 : Scale 100 mm) (09900-20102 : Scale 200 mm) i\ Flywheel holder (09930-40113) Snap ring pliers (closing type) (09900-06108) ‘Thickness gauge (09900-20803) Torque wrench (09900-21101 ... Ac Timing gauge (09931.00112) ® Holder (00031 20120) @ Rod No, 1 (09931-30120) @ Rod No. 2 (09931-30130)GENERAL INFORMATION 7 Cylinder gauge set Pocket tester (09900-20508) (09900-25002) Timing tostor Engine speed tester (09900-27003) (09900-26003) Dial gauge Dial gauge chuck ‘Test whee! (09900-20602 ..1/1000 mm) (09900-20701) (09914-79970) (09900-20606 ..1/100 mm) Dial calipers {09900-20605}8 GENERAL INFORMATION SPECIFICATIONS DIMENSION AND WEIGHT T | Transom height | 380 mm (15 in) | I | Weight S: 11 kg (24.0 Ibs) L:_12 kg (26.0 tbs) POWER HEAD Type ‘Twostroke cycle, water cooled Number of cylinder 1 Bore x Stroke 41.0 x 37.8 mm (1.61 x 1.49 in) Piston displacement Corrected compression ratio ‘Maximum horse power 50 ce (3.05 cu. in) 68 1.4 KW (2PS) at 4,500 rpm Cooling system Displacement type water pump Ignition system Flywheel magneto Ignition timing BTDC 15° /4,500 rpm Spark plug NGK*B-4H or BR-SHS Carburetor VM-11-10 Recommended operating range | 4,200~ 4,800 rpm Starter Recoil starter DRIVING SYSTEM Shifting system Forward only Gear ratio 12:23 Propeller A400 3 x 7-3/8 x 4-1/2 in (188 x 115 mm) A500 3 x 7-3/8 x 4-3/4 in (188 x 122 mm) A510 3 x 7-3/8 x 5-3/8 in (188 x 135 mm) FUEL AND LUBRICANT Fuel Fuel and oil premixture Mixing ratio | 400: 1 when using SUZUKI CCI oil or BIA certified lubricant | 80: 1 when using an oil other than SUZUKI CCI or | BIA certified lubricant Fuel tank 1.2 L (0.9/0.3 US/Imp. gal) Gear case Hypoid gear oil SAE # 90, 40 cc (1.35/1.41 US/Imp oz) * For the marks is mostly used for commercial purposes.SERVICE DATA GROUP CONTENTS DIMENSION & WEIGHT . PERFORMANCE POWER HEAD..........-00220005 : TIGHTENING TORQUE SPECIFICATION TIGHTENING TORQUE FOR GENERAL BOLT . CARBURETOR TILTING .. LOWER UNIT . FUEL AND OIL ELECTRICAL SPECIFICATION .10 SERVICE DATA SERVICE DATA tom Dimension & Weight © Overat length mo ® Overall width © @® Overall height ~ @ ka © Weight a ® Transom in Performanca Maximum horsepower kW (HP) Recommended operating range ° Trolling speed rpm Power head Number eylinder @ Bore ® Stroke @ Piston displacement 0% Corrected compression ratio ‘Standard spark plug and gap ‘Choke system Intake system 05 (23.82) 20 (8.66) Ss: 900 Lz 1030 (25.43) (40.55) son 12 (24.0) (26.0) S15 Ls 20 1.4 (2) 4200 ~ 4800 800 — 900 1 a cen 78 (1.49) eS 50. (3.05) 68:1 BREHS 0.5 — 0.6 (0.020 - 0.024 B-4H 0.6 — 0.7 (0.024 - 0.028) Manual Reed valveSERVICE DATA 11 Exhaust system Cooling system Starter system Ignition system Crankshaft deflection mm Limit tind Daflatinn limit of connecting sim rod small end (ing ‘Wear limit on eytinder Bore (ing Behind Water exhaust Displacement type water pump Recoil starter Flywheel magneto 0.03 (0.0012) falta ' An ' A) : Mossuring point (0.12) [Cylinder wat! wear Is determined trom diameter reading taken, as shown at a otal of 6 places with a cylinder gauge. Elevations at which the bore is to be ‘checked are indicated as (@), @ and (©; st each elevation take readings in two directions. The amount of wear is the difference between the largest and smallest read- Ings. 1f the wear thus determined exceeds the limiz Indicated here, bore to the next oversize by using a boring machine or replace the cylinder. on (0.004) — --6— rah Na 412_ SERVICE DATA Item Piston to eylinder clearance ®B Koay Piston pin hole diameter Piston pin diameter Piston ring end gap Standard Piston ring end gap Limit Maximum opening for reed being bowed Reed-to-sest clearance Limit fied (ing (ing (ind (in) find mm (in) mm find 0.083 ~ 0.08 (0.0021 — 0.0026) ‘The piston diameter should be measured at the point @) above the piston skirt through the piston pin holes as shown, 150 (0.59) The cylinder measurement should be taken approximately 5 mm (0.20 in.) above exhaust port front to rear. 11.998 — 12.006 (0.4724 ~ 0.4727) 11.996 ~ 12.000 (0.4723 - 0.4724) 01-025 (0.0039 — 0.0098) O68 (0.024) 40 (0.187) Reed yalve 0.2 mm (0.006 in 02 40 mm 0.008) (0.187 ind Valve seatSERVICE DATA 13 Item Data ightening torque specification Crankease bolt Bolt dia, mm Reed plate bolt Cylinder head bolt Bott dia. 6 mm Flywheel nut Tightening torque for general bolt Conventional or “4” marked bolt marked bott Carburetor Tyee Main jet et noadie Needle jet Throttle valve cutaway Float level Valve seat Nm kgm Ib Nm kom let Nem kgm Ibe Nm kom Ibe 5mm 6mm 8mm 10mm Simm Emm 8mm 10mm ing) 80-120 og—12 60-85 05-075 0.05 — 0.075 04-05 80-120 o@ 1.2 60-85 40.0 50.0 40-50 29.0 - 36.0 2.0- 4.0Nm 02-0.4kam 4.0— 7.0Nm 04-07 kgm 100-16.0N-m 1.01.6 kgm 22.0-35.0N-m 2.2—3.5kgm 3.0- 6ONm 03-08 kgm 80-120Nm O8~1.2kg¢m 18.0-28.0Nm 1.8-28kom 40.0-60.0Nm 4.0-6.0kgm ‘Mikunt VM-11-10 95 E63 20 15 19-21 (0.75 ~ 0.83) 18 15— 30Ib4t 3.0- 5.0lbAt 7.0- 115 lbote 16.0 ~ 25.5 Ibe 2.0- 45 tet 6.0- 85 lb-ft 13.0 ~ 20.0 bt 29.0 — 435 Ib-tt14 SERVICE DATA — Data Tilting Tiltup angle degree Not of tit step adjustable Maximum tiltup angle degree Lower unit Gear ratio. Propeller {blade x diameter x pitch) in, (mmm) Impact protection ml Gear oil (US/Imp. 02) Propeller shaft end play mm Limit tin) 4s" 80° 12:23 Type: Ago [3x 73/8x 4.1/2 | tgs x 118) | Type: ABOO [ex73.eaa] (188% 122) | Type: A510 [x76 x53 vans 1) Shear pin 40 (1.35/1.41) 0.05 — 0.50 (0.002 0.020)SERVICE DATA 15 Item | Fuel and oil Fuel Recommended engine colt for mixture Electrical specification lgnition coil resistance Primary Secondary Condenser capacity mm ‘Contact point gep (in) Ignition timing degree Chepm) SUZUKI recommands that you ue unleaded aboline containing no alcohol, wit at leas 85 pump octane (25s4#'method). Regular leaded gasoline containing no aleohal may also be used. 09-1222 '5200 — 6900 2 022-028 uF 03-04 (0.012 - 0.016) BTDC 15°/4500APPLICATION CHART OF GROUP MATERIALS REQUIRED 3 CONTENTS MAGNETO, RECOIL STARTER, CRANKSHAFT ENGINE COVER, CYLINDER, FUEL TANK, CARBURETOR .. CLAMP, SWIVEL BRACKET, DRIVE SHAFT HOUSING, WATER TRANSMISSION, GEAR CASE, PROPELLER see 18319 + 20~ 21 sees 22~ 2318 APPLICATION CHART OF MATERIALS REQUIRED MAGNETO, RECOIL STARTER, CRANKSHAFT NOTE: | Wipe off iron’ dust, oil, etc.| lusing a cloth. |dipped with thinner. }APPLICATION CHART OF MATERIALS REQUIRED 19 | __ PART NAME PART NO. NET PART NAME PARTNO.| NET | SUZUKI CEMEDINE 366E SILICON SEAL ee secoe1050| 180 [esoooats20] og WATER RESISTANCE GREASE 4 carton 199000.25160 (19 tubes) 2509 '99000-32050} 50g [Aearton 99000-25170 | (12 tubes) 809 99000-31030, 2003 SUZUKI OUTBOARD MOTOR GEAR OIL “13338” ] ‘carton 99000-22540) (24 tubes) 400 eo NOTE: Wipe off iron dust, oil, etc. using a cloth dipped So | — | thinner, | / \ \ / a A20 APPLICATION CHART OF MATERIALS REQUIRED ENGINE COVER, CYLINDER, FUEL TANK CARBURETORAPPLICATION CHART OF MATERIALS REQUIRED 2122 APPLICATION CHART OF MATERIALS REQUIRED CLAMP, SWIVEL BRACKET DRIVE SHAFT HOUSING, WATER PUMP TRANSMISSION, GEAR CASE, PROPELLERAPPLICATION CHART OF MATERIALS REQUIRED 23ENGINE GROUP CONTENTS ENGINE REMOVAL AND DISASSEMBLY .... ENGINE SERVICES ..... ENGINE REASSEMBLY .. ses 26~ 29 -30~ 34 sees 35~ 3926 ENGINE ENGINE REMOVAL AND DISASSEMBLY Removal Remove engine covers, right (starboard) and left (port side). Fig. 4-1 With fuel cock lever kept in OFF position (marked “S"), draw fuel pipe off the cock, and take down the fuel tank, Remove the recoil starter assembly. Fig. 4-4 Remove the starter cup and magneto insulator. Using special tool @ (09930-40113), loosen ‘magneto nut while holding the maaneto steady.ENGINE 27 Remove the magneto. This removal requires the Remove choke knob. use of special tool @) (09930-30713). Fig. 4-10 Fig. 4-7 Remove throttle link knob and control panel. Disconnect the plug cap and the two lead wires (coming from the stator) and remove the stator. Fig. 4-11 Fig. 48 Take down the carburetor, which is mounted on the crankcase, EZ Zz Sy ue eo ec? oe Fig, 49 Fig. 4-1228 ENGINE Remove engine six mount bolts. Fig. 4-13 Detach the engine from the rest of the motor by lifting it straight up. NOTE: If the engine will not come off, twist the propeller back and forth in rotating di- rection. This will loosen the sticking Portion to allow the engine to come off. Fig. 4-14 Disassembly Remove the cylinder head. Be sure to loosen the head nuts just a little at a time: the wrench across the head to relieve the fastening ressure evenly. Fig. 4-15 In a manner similar to the above step, loosen the six bolts socuring the crankcase. Fig. 4-16 Separate the crankcase into two halves. Fig. 417ENGINE 29 Remove "0" ring. Push out the piston pin. Fig, 4-18 Fig. 4-21 Draw the piston off the cylinder by holding the Remove the top and bottom oil seals from crankshaft. crankshaft. Fig. 4-19 Fig, 4-22 From each end of piston pin, remove the set ring, taking care not to allow the ring to fly off. Fig. 4-2030 ENGINE ENGINE SERVICES Cylinder Head A combustion chamber surface fouled with ‘carbon will promote engine overheating and re- duce power output. Gas leakage from the gasketed joint between cylinder and head is often due to an excessively warped gasketed surface of the cylinder head. For these possibi ties, the cylinder head needs two services. De-carbon the combustion chamber, as necessa- ry, taking care not to nick the surface, Fig. 4-23 Apply red-lead paste to a surface plate and rub the gasketed surface against the plate to visu the contact pattern. Remove the high spots, if any, by rubbing the gasketed surface against # 400 or equally fine sandpaper placed flat on the surface plate as in lapping. Cylinder Carbon is more likely to accumulate in the ex- haust port bore as shown. Such accumulations should be removed by scraping with the flat tip of a rod: a plain screwdriver may be used for this purpose. CAUTION When de-carboning the exhaust port as shown, be careful not to nick the cylinder wall, Fig. 4-25 ‘The wear of cylinder wall is determined from di- ameter readings taken, as shown in Fig. 4-26 and 4.27, ata total of 6 places with a cylinder gauge. Elevations at which the bore is to be checked are indicated as(@, ©) and @)in Fig. 4-27; at each elevation take reading in two directions, Fig. 4-26 Checking bore diameter for wear measurementENGINE 31 Fig. 4-27 Cylinder bore check points The amount of wear is the difference between largest reading and smallest reading. If the weer thus determined exceeds the limit indicated be- low, rework the bore to the next oversize by using a boring machine or replace the cylinder by a new one. Oversize pistons are available in ‘two sizes: 0.25 mm (0.0098 In) and 0.5 mm {0.0196 in) oversizes. After reworking the bore to an oversize, be sure to chamfer the edges of ports and smoothen the chamfered edges with sandpaper. To chamfer, use a scraper, taking care not to nick the wall surfece. Wear imitonevtinger | O.1 mm bore |___ 10.004 in. NOTE: | Minor surface flaws on the cylinder wall | due to seizure or similar malconditions can be corrected by grinding the flaws off with fine-grain sandpaper. If the flaws are deep | grooves or otherwise persist, the cylinder must be reworked with a boring machine to the next oversize. Cylinder-to-piston clearance is the difference be- tween piston diameter at the elevation indicated in Fig, 4-28, and bore diameter at the elevation indicated in Fig. 4-29. If the bore ahs to be reworked, then the amount of stock to be removed must be calculated in advance in reference to the oversize piston. Be sure that, after finishing the bore by honing, the oversize piston will provide an amount of clearance coming within the specified range. Cylinder-to-piston clearance specification (0.053 — 0.060 mm (0.0021 — 0.0026in.) Referring to Fig. 4-28, be sure to take the miked diameter at right angles to piston pin. The value of elevation (A) is prescribed to be 1 mm (0.59 in). o-| | Fig, 4-28 Piston diameter for cylinder-to-piston clearance determination The elevation at which the bore diameter is to be read is about 5 inn (0.20 in.) above the ex- haust port, Fig. 4-29. Fig. 4-29 Bore diameter tor cylinder-to-piston clearance determination32 ENGINE —_ Piston Remove the carbon. if any, on the piston crown by scraping as shown in Fig. 4-30. Fig. 4-30 De-carboning the piston crown De-carbon the piston ring grooves, as shown in ig.4-31. After cleaning the grooves, fit the rings and rotate them in respective grooves to be sure that they move smoothly. Carbon In the groove is liable to cause the piston ring to get stuck in the groove, and this con- dition will lead to reduced engine power output. Fig. 4-31 De-carboning the ring grooves ‘A piston whose sliding surface is badly grooved or scuffed due to overheating must be replaced. Shallow grooves or minor scuff can be removed by grinding with emery paper of about # 400. Fig. 4-32 Smoothing the sliding surtace with emery paper As the ring in service wears, its end gap increases to result in excessive “blow-by” and thus reduce Power output. Check the gap to determine whether the ring should be replaced or not. Here's the method ot checking: Fit the ring to the skirt portion (which is the least worn part of the cylinder), holding the ring trued up, and measure the gap in this state of the ring with thickness gauge. (025 mm Piston ringend | Standard | (9 939 _ 0.0098 in.) sp Limit | 0.6 mm (0,024 in.) Fig. 4-33 Measuring the end gapENGINE 33 Crankshaft After visually inspecting the crankshaft. check it particularly carefully for 1) shaft deflection, 2) condition of ball bearings at shaft ends, and 3) condition of connecting-rod big end bearing, as follows: 1) Crankshaft deflection Support crankshaft by “V" blocks, as shown in Fig. 4-34, with the dial gauge rigged to read the runout. Deflection is half the runout read on the gauge, and is specified to be within the following limit: To wash the crankshaft, use kerosene. At the time of installing it, be sure to oil it with the prescribed lubricant. Limit on crankshaft deflection 0.03 mm (0.0012 in) Excessive crankshaft deflection is often responsi- ble for abnormal engine vibration. Such vibra- tion shortens engine life. ® :V block ® : Dial gauge Fig. 4-34 Checking the crankshaft for deflection 2) Condition of crankshaft ball bearings After washing the bearings, clean, spin the outer race of each bearing to see if it rotates smoothly as if should, without any abnormal noise. A bearing giving any abnormal noise or presenting @ color signifying burning must be replaced. Fig. 4-35 Bearing inspection 3) Condition of big end bearing In the condition shown in Fig. 4-36, turn the crankshaft with the connecting rod to feel the smoothness of rotary motion in the big end. Move the rod up and down while holding the crankshaft rigidly to be sure that there is no rattle in the big end, Fig, 4-3634_ ENGINE Reed Valve The clearance between reed valve (A) and its seat ©) is prescribed to be 0.2 mm (0.008 in.) maximum. Visually examine the valve and, if this clearance is noted to have increased, replace the valve assembly. CAUTION: When installing the replacement valve, be sure that the straight corner (A), Fig. 4-38, comes on tt sid a Fig. 4.38 Drive Shaft Housing Upon removing the crankcase from the drive shaft housing, visually check to be sure that the cooling water inlet @) and outlet ©), formed of ‘the housing, are free from signs of clogging. Re- move foreign matter, if any, found in these openings.ENGINE 35 ENGINE REASSEMBLY Reassembly is generally reverse of disassembly, but there are a number of reassembling steps that demand or deserve detailed explanation or emphasis. Those steps will be taken up here- under. Oil Seals Before fitting the oil seals to crankshaft, be sure that the lip portions of the oil seals are in good condition, free of any cut, scratch marks or nicks. It is a good practice to use new oil seals when reassembling an overhauled engine. For the grease to be applied to the seals just before installing them, use SUZUKI SUPER GREASE “A”. SUZUKI SUPER GRFASE “A” Fig. 4-40 One oil seal is for upper side and the other is for lower side. Be sure to position these seals in such a way that the face with cast-out letters Jooks to the shaft end, as shown In Fig, 4-41 and 4-42, Fig. 4-41 Fig. #42 Upper side seal Lower-side seal Connecting rod Fig. 4-43 Castout letters36 ENGINE CRANKSHAFT If the crankshaft has been disassembled, refer to the exploded view of it, below, when building it up to the original state. Crankshaft reassembly must be carried out with upmost care In a clean place of work, with its parts perfectly clean. When installing it, apply SUZUKI CCI oil or BIA-certified lubricant to its lubricated surfaces and fits. © Oitseal @ Thrust ring ® Bearing @ Lower crankshaft © Upper crankshaft © Connecting rod @ Crank pin bearing @ Crank pin Fig, 4-44 Apply oil to shafts lubricated surface. Piston | cautioi | | When combining connectingrod and piston, | be sure that the arrow mark on piston crown points to the splined portion of crankshaft. In other words, the arrow is to Point downward in the normal state of the ‘outboard motor. __| Fig. 4-46 Piston Ring | CAUTION: AA letter is marked on one end of the ring. Position the ring on piston, with this marked face looking toward piston head side, and | locate the end gap right over the locating pi L Fig. 4-45 Fig. 4-47ENGINE 37 Crankshaft thrust rings () are liable to escape attention, Be sure to install them in the locations indicated. Fig. 4-50 Apply water-resistant grease to “0” ring. Be careful not to misposition the crankshaft in crankcase: the splined end comes on drive shaft housing side. | NOTE: | Before fitting orankshaft to orankeaso, bo sure to oil the piston, piston ring, piston pin beari Fig. 451 Apply the water-resistant grease to the splined portion of crankshaft. Fig. 4-49 Fig. 4-5238 ENGINE Crankease Just before fitting the two crankcase halves to- gether, apply SUZUKI BOND (No. 4) (99000- 31030) to both mating faces, forming a uniform- ly thick cost of this sealing compound on each face. Fig 452 ‘As in loosening the bolts fastening the two crankcase halves together, tighten these bolts just a little at a time, shifting the wrench across to equalize the fi Fig. 4-54 Cylinder Head | caurion: Be sure to bring the cooling water holes @® @ into register ‘when’ fitting the |_ gasket to cylinder head. _ Qn the gasketed cylinder head correct- ly on the cylinder, matching the waterway @ formed of cyinder head to eho water | | hole ® of cylinder. _ENGINE 39 Tightening the four nuts randomly is a bad practice. Exercise the same care as in loosening these nuts, in order to equalize the fitting pressure. Fig, 4-57 Mounting the Engine on Drive Shaft Housing Apply THREAD LOCK "1342" (99000-32050) to the threads of six mou bolts. After setting the engine, tighten these six bolts uni- formly, shifting the wrench across from one bolt to another and torquing each just ¢ little at atime. Tightening torque 6.0 ~ 10.0 Nem fon mounting bolts 0.6 — 1.0 kgm formounsing 4.5 —7.0 lb-ftCOOLING SYSTEM GROUP CONTENTS COOLANT CIRCUIT42 COOLING SYSTEM COOLANT CIRCUIT Water inlet Water pump Water tube i——_ Cylinder lower Cylinder block | 1 Cylinder tower jacket |>| Water pilot hole L i Main drain | Drain OPERATING PRINCIPLE OF WATER PUMP ‘The pump for setting the coolant In circulation is of positive displacement type. It pumps not by centrifugal action but by displacing a volume ‘of coolant for each stroke of its displacing member. The displacing member is a sixvane impeller rigidly mounted on the propeller shaft. The pump case, in which the impeller revolves, is not concentric with the shaft; it is eccentiric, so that, during one revolution of the impeller, its vanes become flexed more through a certain angular range. To say the same thing, the space between two adjacent vanes contracts and expands alter- nately. Coolant is drawn into these spaces when they are in expanded condition. As each space contracts, the coolant in it is forced out, that displaced out through the pump outlet. ‘ caurion: - ‘| | The impeller is made of rubber. Upon di: assembling the pump, inspect the impeller | lower jacket 4 Water pilot hole || it Water tubeFUEL SYSTEM GROUP CONTENTS CARBURETOR Carburetor specifications ...... Inspecting and adjusting the carburetor . .44 FUEL SYSTEM CARBURETOR The exploded view, below, shows carburetor construction and indicates the relative position of each carburetor part. Refer to the exploded view when reassembling the carburetor. aR Qe %p © Throttle lever ass'y Filter ® Carburetor op ® Needle valve assy @ Pipe Needle nozzle @ Spring seat ® Fost Throttle rod ® Float arm Seat pin @® Float pin Jet needle © Throtte link knob ® Throttle valve {8 Choke knob @ Stop serew Main jor G0 "0" ring Fig. 6-1 Carburetor Specifications Type ve VMAIT-10 ] Main jet #95 | | det needie . 13 E63 | Needle jet . -2.0 Cutaway 15 | Float level. 19-21 mm (0.75 — 0.83 in) INSPECTING AND ADJUSTING THE CARBURETOR Float Height Unbalanced carburetion at respective speed levels is often due to a float level which is too high or too low. It is for this reason that “float height” must be checked and, as necassary, ad- justed to the specification. To check the float level, lower the float gradual: ly, as shown in the figure until it touches the needle valve, and measure the distance (A) — float height — between the float-chamber mating face and the float. If the reading is greater or less than the specifi- cation, bend the tongue @) one way or the other to obtain the specified height. ; “19-21 mm Standard float height |g 769.83 in) NOTE: | Be sure to have the gasket removed when checking the distance. Fig. 6.2FUEL SYSTEM 45 Fig. 63 Needle Valve ‘The conical tip of needle vatve Is subject to wear because the valve is kept pushed up by the float against the seat. Inspect the valve to see if its cone is grooved, as shown in Fig. 6-4, and, if so, replace the valve. Continued use of such a valve will cause the fuel to overflow from the chamber, Also, check to be sure that the seat is clean and permits the valve to seat tight. Fuel overflow is often due to a dirty seat preventing the valve from seating tight. Such a dirty seat and valve must be cleaned by washing. Fig. 6-4 Tuning Up Proper carburetion for low-speed and medium- speed ranges is evidenced by the spark plug re- maining neither “wet” nor “overheated” under visual examination. “Wet” appearance means the mixture is too rich; “overheated” ap- pearance means the mixture is too lean. To bring the carburetion to the happy middle, raise or lower the clipped position of the jet needle. ‘The needle is standardly clipped at its third notch. Moving the clip to higher notch makes ‘the mixture leaner, and vice versa. Standard jet needle setting 3rd notch to leaner —s to rlener Fig. 65 To check and adjust the carburetor for idling speed, run the outboard motor on the boat in the usual manner for about 5 to 10 minutes and, with the engine thoroughly warmed up, check ‘the idling speed, which should be within the range indicated below. To raise or lower this speed, turn the throttle stop screw (@) clockwise or otherwise. Idling speed 800 — 900 rpmGROUP ELECTRICAL SYSTEM CONTENTS IGNITION SYSTEM Flywheel magneto specifications Ignition coil inspectior Spark plug inspection Ignition timing inspecti geaas48 ELECTRICAL SYSTEM IGNITION SYSTEM The constituent parts of the Ignition system are as shown in Fig. 7-1. D key © Contact point assembly @ Rotor assembly ® lonition coit @ Spark plug cap ® Condenser @® Engine stop switeh The ignition circuit is arranged as shown in Fig. 72 +, fe Seno ® © t 7 OD 7 7 @ : Engine stop switch © : tgnttion colt ® : Contact point © : Spark plug © : Condenser Fig. 7-2 Flywheel magneto specifications Direction of rotation . ... . . Clockwise Ignition timing . 118° BT.D.C, Piston wavel 10.804 mm Contact point gap 0.30 — 0.40 mm (0.012 ~ 0.016 in) Condenser capacity 0.22 ~ 0.29 uF Sparking performance .. .. .7.5 mm (0.29 in) ‘min, at 300 rpm 8 mm (0.31 in.) Primary coil resistance ‘min, at 3,000 rpm 0.9 — 1.22 ohms | Secondary coll resistance . . . 5200 — 6900 ohms Ignition Coil inspection Using a SUZUKI pocket tester (special tool: 09900-25002) or an ohmmeter, check the primary and secondary coils for circuit continui- ty and read the resistance values of these coils approximately. Refer to Fig. 7-3 for the method of using the tester probe pins to check continui- y. A resistance reading of 0.9 — 1.22 ohms tor primary coil means that this coil is in sound condition, For secondary coil, the proper resistance value is 5200 — 6900 ohms. Coil data Primary coll | BLACK ground [09122 ohms Secondary coil_| Plugeordground | $200 — 6900 ohms Black Plug cord Tester @ELECTRICAL SYSTEM 49 Spark Plug Inspection De-carbon spark plug. Check the gap with thick- ness gauge (09900-20803) and adjust it to @ value within the following range, as necessary: BR-SHS [0.5 — 0.6 mm (0.020 — 0.024 in) B4H | 0.6 — 0.7 mm (0.024 — 0.028 in) B-4H: For the markets motor is mostly used for ‘commercial purpose. Fig. 7-4 Ignition Timing Inspection and Adjusting Before checking the ignition timing, be sure that the contact point faces are in good condition (which is illustrated in Fig. 7-6 in contrast to defective point faces.). Smoothen and make parallel the two faces by grinding with an oil stone, as necessary, and clean the points by wiping with cloth dampened with gasoline or benzine. Apply a small amount of grease to the breaker shaft. Fig. 75 Check and, as necessary, adjust the point gap to the specification. To measure the gap, use thick- ness gauge (09900-20803). The gap can be in- creased or decreased by displacing the base: loosening the screw @) allows the bese to be moved. © Contact point sap | 1g On oor) Fig. 7-6 With the contact points set right, now check the ignition timing by using the timing gauge (special tool: 09931-00112). Remove the spark plug and install this gauge in the plug hole, as shown in Fig. 7-7; bring the piston to top dead center and set the indicating hand of the gauge to read zero mm. Fig. 7-750 ELECTRICAL SYSTEM Connect the plus (red) cord of the timing tester (special tool: 09900-27003) to the black lead of the contact breaker, and the minus (black) cord to the engine body. Fig. 7-9 ® = Advances the timing © | Retards the timing Fig. 7-8 Under the above conditions, gently turn the rotor clockwise (with the tester switch turned on) until the tester starts buzzing. Read the ing yauge just then, This reading is the iston travel. The ignition is correctly set in the engine if this travel is as follows: Piston travel | 0.804 mm (0.032 in) If the reading taken is off the specified value, the mistimed ignition must be corrected as follows: Remove the flywheel magneto; loosen screws @® securing the stator; and angularly displace the stator clockwise to retard, or counterclock- wise to advance the timing by an amount neces- sary to bring the piston travel to the specified value. Be sure to tighten screws (@) good and hard after timing the ignition as specified,RECOIL STARTER CONTENTS DISASSEMBLY REASSEMBLY .....52 RECOIL STARTER RECOIL STARTER Hitch the rope to the notch @) of sheave drum, and gently rotate the drum clockwise to relax the spring. NoT! | The spring will be constantly urging the |, drum clockwise. Do net allow the drum to spin under this force. Let it tum clockwise | slowiy by braking with the finger. | For the details of recoil starter construction, Fig. 83 @ Starter case Drive paw! @ Rope guide © Pilot shaft spring @ Starter grip assembly @) Plate @ Recoil spring Starter cup ®Sheave drum {@ Magneto insulator Fig. 8-1 DISASSEMBLY Pull out the rope as far as it will come out. NOTE | Put a finger to the sheave drum so that the rope will not be drawn in. With the rope and spring fully stretched and the drum turned all the way, remove the bolt se- curing the durm, Fig. 84RECOIL STARTER 53 Remove plate (@) and drive paw! ®). Take out sheave drum by lifting it gently. If the drum will not come off, disengage ig from the drum with the flat tip plain screwdriver inserted into the hole jcated in the Illustration) provid drum. This should allow the drum to come Fig. 8-7 [ warnina: To remove the recoil spring, place a sheet | of thick cloth over it and handle it through the cloth to take it out. It is dangerous to | |_handle this spring with naked hands. | Fig. 8854 RECOIL STARTER B® REASSEMBLY é Position the recoil spring in the starter case, 2. feeding the outer portion of the spring first into in the case and settling the remainder gradually in the case. \W7 oo Le | WARNING: J Ls | Be careful not to let the recoil spring fly | . off © — —_ / _Sheave drum Recoil spring Fig. 8 11 Phantom view of sheave drum Install washer (©), and fit drive pawl and plate. Fig, 89 —_ | caution: | Be sure to fit the tongue © or drive paw! into the space ©) between pilot shaft | Put on the sheave drum, as follows: | igs secured to the plate, | (1) First, admit the bent end © of spring into Leen groove @) formed of drum. (2) Twist the drum to the left just a little to make sure the spring is positively engaged with drum, If no reaction is felt in this twisting, it means the engagement is not complete: in this case, insert a rod into hole © and guide the spring end with this rod into engagement with the drum, Fig. 8-12 Fig. 8-10Secure the sheave drum in place by tightening its bolt. Fig, 8-13 Hitch the rope to notch (A) of sheave drum, and tum the drum counterclockwise about 6 rota- tions. Fig. 8-14 RECOIL STARTER 55 Sever the rope from the notch, and gently wind it in under the force of recoil spring to take it up fon the sheave drum. Using a spring balance, check the pull on the rope. J 1.4-24kg Standard rope pull 1-83) If the pull exerted by the rope (in the state shown in the illustration) is too much or too little, adjust it by changing the number of laps ‘on the drum, 1.4-2.4kg (31-631) 300 mm (11.8 mm) Fig. 8-15GEAR CASE “a CONTENTS DESCRIPTION DISASSEMBLY INSPECTION . REASSEMBLY ...58 GEAR CASE DESCRIPTION The year case, bolted to the drive shaft housing, contains that part of the power train for chang- ing the direction of drive by 90 degrees to run the propeller. Props Drive shaft seal pipe ® Cirelip @ Shim © Beering ® Spacer © Bearing ® Gear case @® Bearing ® Bolt cover 2 Gasket B Drain plug @ Zine Fig. 9-1 Gear case © water tube grommet L@ @ Water tube @ Bushing © Propeller shaft bearing Oil seal OO" is DWater pump case @ Water purnp impeller ® Impeller pin {0 Pump case cover Fig. 9-2 Water pump — ic -2 D Drive shatt ® shim ® Spacer ® Pinion shim ® Shear pin @® Pinion | Propeller shaft ® “ev ring (Q) Gear snims © Cotter pin Fig. 9:3. Transmission DISASSEMBLY Remove the propeller.GEAR CASE 59 Draw out the shear pin, Remove two nuts securing the gear case to the housing. Fig. 9-5 Fig. 98 Drain out the oil in gear case. Detach the gear case, Fig. 9-6 Fig. 9-9 Remove the cover. Remove the water pump case cover. Fig. 9-7 Fig. 9-1060 GEAR CASE Remove the water pump impeller, and pull out Draw out the water tube and drive shaft seal the pin, pipe. Fig. 9-11 Fig. 9-14 Remove the “E” ring on draw out the drive shaft, shaft pinion, and NOTE: ] Two plain screwdrivers should be used to remove the “ jion by manipulating it with the flat tips of scrawar Fig, 9-12 Remove the water pump case. Fig. 9-13GEAR CASE 61 Fig. 9-16 Take the drive shaft pinion and shims out of the ‘gear case. Fig. 9-17 Draw the propeller shaft off the bearing Fig, 9-18 INSPECTION (1) Ingpect drive shaft pinion and propeller shaft gear for wear and broken teeth. (2) Inspect water pump impeller for wear and damage. (3) Inspect the lips of drive shaft housing oil seal and water pump case oil seal for wear. Examine the lips closely for any damage. (4) Inspect the propeller for distortion, and ex. amine it for damage. (5) Check the bearings for drive shaft and pro- peller shaft for wear. Make sure that these bearings run smoothly, without any rattle or noise, when spun. (6) Be sure that the cooling water passage is clear and free from any evidence of clogg- ing. REASSEMBLY Reassembly is generally reverse of disassembly as far as the sequence is concerned. The following adjustments must be made in addition to sp reassembling steps: This clearance, indicated as () in Fig. 9-19, is prescribed to be not greater than 0.1 mm, When installing the drive sheft bearings, particularly replacement bearings, check this clearance and, as necessary, limit it to this value by shimming. Shim stock for this purpose is available in three sizes: 0.1. mm (0.004 in.), 0.2 mm (0.008 in.) and 0.5 mm (0.020 in.), ; Bearing to circlip clearance 0-01 mm (0 — 0.004 in.) aL +e Drive shaft < “ bese \ ive sa o shine (4:03,02,05) ive pinion Fig. 9-1962 GEAR CASE Fitting Bearing into Water Pump Case Drive the bearing into the pump case, making its end face flush with the end face of the pump case, ‘Water pump case \ Oil seal Bearing: ~y Oil Seat Installation Be sure to use new oil seals when reassembling the gear case, Before fitting each oil seal, coat ‘the lip portion with a water-resistant grease, Fig. 9-20 Fig. 9-21 Apply water-resistant grease to surface @. Refer to Fig. 9-22 when installing these sealing parts: seal pipe bushing (A), drive shaft housing il seal @ and water pump case oil seal ©) Each takes a specific position in place. @ Fig. 9-22 Before installing the water pump case to the gear case, apply water-resistant grease to the oil seal and “0” ring on the pump case, Fig. 9-23 Fig. 9-24Pump Impeller Installation Be sure to position the water pump impeller in the pump case as shown in Fig. 9-25. Note that the impeller vanes curve back relative to the di- rection of rotation (clockwise). CAUTION: Don’t forget installing the impeller pin. Fig. 9-25 Mounting the Propeller Apply water-resistant grease to the propeller shaft and then fit the propeller onto the greased shaft. Fig. 9-26 GEAR CASE 63 ‘Securing Gear Case to Shaft Housing Before fitting the gear case to the drive shaft housing, apply THREAD LOCK “1342” (99000- 32050) to the threads of bolts studded in the housing. Fig, 9-27 After securing the gear case to the housing, fill the gear case with 40 cc (1.35/1.41 US/Imp oz) of hypoid gear oil of SAE # 90. Fig. 9-28GROUP SWIVEL, STEERING vA CONTENTS DESCRIPTION . DISASSEMBLY . 66 REASSEMBLY .66 SWIVEL, STEERING DESCRIPTION Refer to Fig. 10-1 showing bracket parts for the details of bracket construction, particularly when dismantling and reassombling the brackets. © Tilt stopper pin ® Clamp serew @ Tit stopper pin bushing @ Swivel shaft bolt @® Tilt stopper knob @ Tilt lock wing nut @ Tilt lock bott @® Thuust block Fig. 10-1 DISASSEMBLY Ease out the water tube grommet from the groove formed in the drive shaft housing. Remove the four swivel bolts and remove the swivel bracket and drive shaft housing. Fig. 103 Remove the tilt lock pin and pull out the tilt lock bolt. Fig. 10-4 Remove the swivel shaft bolt. Fig. 10-2 — — NOT! The bolt should be tightened to the follow- | ing specification sv that the engine can be tilted up and down smoothly. | 100-150Nm Tightening torque (1.01.5 kgm) (7o—1i,0 et)“SWIVEL, STEERING 67 Wash the threaded portion of clamp screw with a solvent and, after drying it thoroughly, apply grease to it. Fig. 105 Fig. 108 REASSEMBLY Apply grease to the bore of each steering bush- ~ Apply grease to steering adjuster bolt and tilt lock bolt. Fig. 106 Apply THREAD LOCK "1342" to swivel bolts. Fig. 109 Fig. 10-7GROUP PROPELLER 1 CONTENTS INSPECTION AND SERVICING ... PROPELLER SELECTION70 PROPELLER The propeller is the critical component of the outboard motor and demands greater attention in regard to servicing, INSPECTION AND SERVICING (1) Visually inspect the propeller for distoriton, If the blades are noted bent, take the pro- eller down end hammer it straight on an anvil (2) If the tip of the blade is thickened, reshape it by filing. (3) If the blades are chipped or otherwise broken, replace the propeller, A propeller with chipped or broken blades runs rough to shake the whole power train. (4) An excessively worn propeller imposes less Joad on the engine, thereby causing the engine to pick up speed dangerously. Such a propeller should be replaced. CAUTION Whenever the propeller is taken down, in- | spect the shear pin and, if it is found dis- |_torted or broken, replace it. PROPELLER SELECTION For the DT2 outboard motor, the propeller is available in the following three sizes: Type: A400 13x 7-3/8x41/2 | [__ (198 x 115) ‘Type: A500 3x 73/8 x 43/4 (188 x 122) | Type ABI _ [3x7378 x 53/8 | [1188 x 138) “Diameter” refers to the circle described by the tip of the propeller blade, Pitch” refers to the twist of blades and means the distance through which the propeller would have to advance during one complete rotation if its blades be- haved like screw threads. In general, given the cruising speed of the boat, ‘the smaller the pitch, the greater the tendency of the propeller to “‘cavitate.” On the other hand, given the propeller speed, the larger the pitch, the greater the thrust that the propeller develops. Considering these two relationships and taking into account the following intor- mation, the propeller best suited to each boat must be picked from among the threo, (1) Be sure that the motor is centered on the boat. Fig. 19-1 (2) Adjust the tilt angle ond balance the boat in such @ way that the line of thrust is parallel to water surface, that is, straightforward, INCORRECT Boat squatting coRRECT Straight forward line of thrust INCORRECT Boat plowingPROPELLER 71 Distribute the cargo, if possible, across the length and breadth of the boat, instead of crowding the cargo to midship, to balance the boat. Fig. 11-3 (3) The proper relationship between the motor and the boat's hull is important. The cavita- tion plate should be parallel to and slightly below the bottom of the hull at the stern. The difference in elevation should be 30 to 50 mm (1.2 — 2.0 in.) as shown in Fig. 11-4. This is for assuring a proper flow of water to the propeller. Adjust the clamped height of the motor by inserting @ spaver into the clamp bracket or cutting off the top part of the transom if necessary. Cavitation plate 30-50 mm (1.2-2.0in) The foregoing information tells us how to posi- tion the outboard motor, to balance the boat and to locate the propeller in the water relative to the boat's hull. The final question is this: Which of the three candidate propellers should be taken for the particular boat under consider- ation? A trial must be made to find the answer, Set the boat in its normal cruising condition with the usual load; mount the outboard motor itted with a tentative propeller; and run the engine at full throttle. If the engine rpm under these conditions is within the range indicated below, then that propeller is the right one: Recommended operating range 4,200 — 4,800 rpm If the speed actually noted is above 4,800 rpm, replace the propeller by another having a larger “pitch.” Use the engine speed tester (special ‘tool: 09900-26003) for this trial run.DT2“L” MODEL = FOP FOREWORD This section describes service data and servicing procedures which differ from those of the DT2“K” model. This section has been written primarily for the experienced Suzuki mechanic but will also be very useful for the apprentice mechanic and do-it-yourself mechanic. The entire manual should be thoroughly reviewed before any servicing is performed. NOTE: — Please also refer to the sections 1 through 12, for all other areas of information not covered in this section. — Any differences in service deta and specifications with those thet apply to the DT2 “L” model are clearly indicated with an asterisk (*), CONTENTS SPECIFICATIONS . SERVICE DATA SPECIAL TOOLS .........00.0005 WIRING DIAGRAM .. WIRE ROUTING .. coe IGNITION SYSTEM ......... seeteeeees 79 STOP SWITCH .. CARBURETOR . beveeeeee seeeeeee 82 FUELHOSE . : 82 CYLINDER/CRANKCASE ASSY . 82 PISTON RING .. : 83 RECOIL STARTER ..... 83 ENGINE COVER ..... 8374 DT2 “L’’ MODEL SPECIFICATIONS “asterisk mark inalcates new “L"" model specification, tom Unit Date D2, DIMENSION & WEIGHT (Overall leah oom tn) 605 (23.8) Overall width [min | 220( 8.7) __| ‘Overall height s | mmiin) 900 (35.4) L 1027(404) Fase sas en L gt) 120 (26.5) Fam ha [es pt ond 20.05) [LL | mm fin type) [position] ____885 (20) (31 PERFORMANCE Maximum horsepower 1a (5) 1512) Recommended operatingrange | __-Himin | 4200 — 4800 rolling speed ei "800 ~ 900 POWER HEAD Engine type l 2atroke ‘Number of evinder [ ot | Bore [mm (ind - 41.0 (1.6) suoke [mm tiny | 37805) otal displacement em? (ein) | 50.0 (3.1) Compression ratio Loos 16.8 (Exoopt for Commercial markots),7.2(Commercish market Standard spark plug [nex BAH For USA. markets) {_ 5 England, Canada & G 3 Commercial markets) Intake system Reed valve _| [Exhaust system L. Above prop _| [cooling system - ee Water cooled Starting astem — I Menuet | Choke system oO I ~ Manual Throttle contol oF Trot lever Ignition system _ “| ___ “Transistorized ignitionDT2 “L’’ MODEL 75 . Data Itom \ Unit Dr FUEL & OIL Fuel ‘Suzuki recommends that you use unleaded gasoline con- taining no alcohol, with at least 85 pump octane ( BM method). Regular leaded gasoline containing no alcohol may also be used. Fuel to oll mixing ratio | For commercial markets [other marke {0 parts of gasoline to 1 part of engine oil 100 parts of gasoline to 1 part of engine oil. Ta nenay [sti 120363) fosioeet | Ferusa. | Miri manutcurer. Asccition (AMMA) carted oubard otra | or pay) 2K of A oni ras Aso Sera SUZUKI Ouard Wor Gi Tivol! par of SAE | #00 Gecarcwciy [Supe |niWSline oi] ——~SCSCSC*C*~S MS Ltvpe__|mi (US/Imp. oz) 120 (4.1/4.2) BRACKET Number of trim positions: | Adjustable 4 | Maximum tilt angle | ~~ deg ty a 80 | LOWER UNIT Tronemiwion Forward [ Rescionsyien Bove Gear ao er) Daw line ped pueeian Suro Propeller | Code number. Propeller size (Blade x Dia. {in) x Pitch (in}) Aa00, 3 x 7-3/8 x 4-1/2 A510, 3 x 73/8 x 53/8 A600. 3 x 73/8 x 43/4 “These specifications are subject to change without notice.